Combined internal-combustion and air engine.



No. 770,289. f PATBNTEDDE0-27,1904. H. F. WALLMANN.

COMBINED INTERNAL COMBUSTION AND AIR ENGINE. APPLIGATION FILED UG. 21,1900.v RBNB'WBD 020.10. 1902.

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110.778.289.. PATBNTBD DEC.27,11904.

. H. F. WALLMANN. GOMBINEDINTBRNAL GOMBUSTION AND AIR ENGINE.

APPLICATION FILED AUG. 21. 1900. RBNBWBD DBO. 16, 1902.

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N0. 778,2a9. PATENTBDnmz?,19,04:l H( F. WALLMANN.

COMBINED INTERNAL GOMBUSTIQN AND -AIN ENGINE..

APPLIOATION FILED AUG. 21, 1900. BNEWB) DEO. 16. 1902.

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- UNITED STATES Patented December 27, 1904.

PATENT. OFFICE.

COMBINED INI'EFINAL-CoIvIBUsTIo'N AND AIR ENGINE.

SPECIFICATION forming part of Letters Patent No. 778,289, dated December27, 1904.

Application led August 21, 1900. Renewed December 16, 1902.' Serial No.135,462.

lTo @ZZ whom it may concern;

Be it known that I, HENNING FRIEDRICH WALLMANN, a citizen of the UnitedStates, residing at Chicago, in the county of Cook and State ofIllinois, have invented certain new and useful Improvements in aCombined Internal-Combustion and Air Engine, of which the following isaspeoification;

My present invention is in the nature of an improvement upon the engineforming the subject-matter of a prior application, filed by me on the20th day of April, 1900, Serial No. 4In the said application I discloseda plan for alterna-teh7 admitting to the working cylinder a combustiblebody of mixed gas and air and a body of compressed air, the singleactingair-compressor delivering at each compression-stroke a body ofcompressed air to the working cylinder,first for promoting combustion,and thereby heating the working cylinder, and next for cooling thecombustioncylinder and by the expansion of the heated compressed airconverting a part of the heat thus absorbed into power.

My presentinvention is similar to that disclosed in the foregoingapplication to the eX- tent that it contemplates the alternate useofcombustible and non-combustible charges in the working cylinder, thefirst serving as the primary motive power and the latter serving both asa cooling and as a power-producing agent; but my present improvementsrelate more particularly to novel means for creating and introducing tothe working cylinder the alternate combustible and non-combustiblecharges,including a double-'acting air-compressor of `specialconstruction, which has ,the

triple function of supplying air for the combustible charge. supplyingthe non-combustible charge, and supplying a body of highlycompressed airfor starting purposes and also in some cases for spraying the oil fuelinto the combustion-cylinder. This air-compressor for convenience andeconomy of space is preferably arranged in alinement with the workingcylinder, which arrangement is especially advantageous where the engineis used as a'motor forself-propelled vehicles, which is one of theprincipal applications of my present in- Vention contemplated by me, andthe piston angles to the view kshown in Fig. 1.

. vof the' air-compressor is so connected to the .inwardly andoutwardly` almost simultaneously, the working piston having a slightlead over the compressor-piston, whereby the supl ply of compressed airis constantly Inain- A tained and its introduction to the workingcylinder is properly timed.

Another feature of my invention resides in the introduction of theliquid-hydrocarbon fuel into the working cylinder by means of anair-blast, whereby it is thoroughly sprayed and vaporized, and theintroduction by similar means and in a similar manner of a small jet orspray of water into the non-combustible charge on its Way to the workingcylinder.

My invention is illustrated in the accompanying drawings, in which--Figure 1 is a vertical sectional view on the line 1 l1 of Fig. 2 lookingin the direction of the arrows of an engine embodying my presentimprovements. Fig. 2- is an elevation, partly in section, on the line 22 of Fig. 1 looking in the direction of the arrows and at right Fig. 3is a sectional plan view on the line 3 3 of Fig. 1, illustratingprincipally the valve-operating mechanism; and Fig. 4 is a verticalsectional detail, broken away, of the air-compressor and Workingcylinder at right angles to the sectional view shown in Fig. l,illustrating certain valves and air connections which for the sake ofclearness are omitted from the other figures and illustrating also amodification in the manner of introducing the oil fuel.

Similar numerals of reference refer to similar parts throughout theseveral views.

A working cylinder 1 and an air-compressor cylinder 2, preferablyarranged in direct alinementV with the working cylinder, constitute theprincipal elements of my present engine. As I have herein illustrated`the invention in the form of a vertical stationary engine, I will sodescribe it; but I-wish it to be understood that the mere manner ofmounting the engine is not of the essence of my invention.

The working cylinder is supported upon a suitable frame 3, in the baseof which is jour- IOO naled the main crank-shaft 4. In this shaft areformed three cranks 5, 6, and 7, the outside cranks 5 and 7 being setparallel and the middle crank 6 being set at an angle of one hundred andthirty-five degrees to the cranks 5 and 7, as plainly shown in Fig. 1.rI he crank 6 is connected to and actuated by the working piston 8through a pitman 9, while the cranks 5 and 7 operate the piston 10 ofthe air-compressor through a pair of parallel pitmen 11 12, connected toa sliding cross-head 13, in which is secured the upper end of thepiston-stem 14. The crank-shaft 4 may be provided with the usualbalance-wheel 4a.

In the head of the working cylinder 1 are located three valves 15, 16,and 17, the valves 15 and 16 being the regular admission and exhaustvalves, respectively, for both the combustible and non-combustiblecharges and the valve 17 being an admission-valve for a high-pressurecharge of air for starting purposes and in some cases for spraying theoil intothe working cylinder.

The upper half of the inner surface of the working cylinder is providedwith a metal lining 18, backed by some suitable bad conductor of heat19vas, for instance, asbestos Wool mixed with silicate of sodathe innerface of the cylinder-head being similarly protected, and the upper halfor more of the piston-body is made of slightly less diameter than thecylinder, so as to be out of contact with the walls of the latter, itsupper end being formed of a series of metal and asbestos disks 2O and21, respectively, alternately arranged for the purpose of conserving theheat resulting from the explosions and later imparting it to a body ofcompressed air subsequently admitted to the working cylinder. I have notshown the working cylinder as equipped with the usual water-jacket,because I employ other and different cooling means; but, if desired, thelower lubricated end of the cylinder may be provided with a waterjacket.

l will next describe the air-compressor 2, which is shown as supporteddirectly above and in line with the working cylinder by a frame 22. Thisair-compressor is double-acting. In its upper cylinder-head are inletand discharge valves 23 24, respectively, Fig. 4, the lattercommunicating through a pipe 25 with an air-tank 26, in which a body ofair at about iifteen-'pounds-gage pressure is constantly maintained.However, this pressure of about fifteen pounds per square inch may bevaried to a considerably higher or lower pressure, as may best suit theconditions. The sole function of the Lipper end of the aircompressor isto supply compressed air to the air-tank 26. In the lower cylinder-headare four valves 27, 28, 29, and 30, 27 and 29 being air -inlet valvesand 28 and 30 being air-`olischarge valves. rlhe valve 27 is positivelycontrolled in its closing movement by a mechanism hereinafter described,and the valve 28 controls a duct 31, leading to the inlet-valve 15 ofthe working cylinder. 'lhe valve 29 preferably admits low -pressure airfrom the tank 26 at every other upward stroke of the compressor-piston,and the valve 34) permits a small body of highly-comprcssed air to passthrough pipe 32 to a tank 38 to he stored there for starting purposes.In the bottom of the tank 26 is a positively-operated valve 34, which isconnected by a dnct with the valve 29.

Referring now to thevalve-actuating mechanism which I prefer to employfor properly timing and controlling` the several functions of theair-compressor and the \\'orkin cylinder, 86 designates a cam-shaft,which may be journaled in any convenient way, as in brackets 37 38,secured to the working cylinder, and furtherin brackets 39 40, securedto or formed integral with the frame 22. On the shaft 36 are keyed threecams 41, 42, and 43. (lam 41 actuates the main dischargcvalve 2S of theair-compressor through a bell-crank lever 44. Cam 42 actuates theexhaust-valve 16 of the working cylinder through a bell-crank lever 45,and cam 43 actuates the controlling-valve 34 in the air-tank 26 througha bell-crank lever 46. There is also slidably keyed upon the cam-shaftan adjustable cam 47, which through a bell-crank lever 48 controls theairinlet valve 27, said cam 47 being adjusted to different positions tovary the amount of atmospheric air supplied for the combustible chargeby means of a lever 49, as plainly shown in Fig. 2.

The cam-shaft 36 is connected, by means of beveled gears 50 51, to theupper end of an inclined shaft 52, which is in turn connected at itslower end by means of beveled gears 53 54 to the crank-shaft 4, asshown. Said gears are preferably so proportioned that the camshaft turnsexactly once while the crank-shaft is turning twice; but the proportionof said gears may be changed to suit the order of alternation ruling theadmittance of the combustible and non-combustible charges to the workingcylinder.

It remains to describe the means which I have devised for automaticallysu pplying and spraying the oil for the combustible charge and a jet ofwater for the non-comlnlstible charge.

Connected with the engine in any suitable way to be operated from amoving part thereof are an oil-pump 55 and a water-pump 56. l havehereinfor convenience shown said pumps as mounted on a bracket 57, connectedwith the frame 3, their pistons and valve-stems being' operated from aseries of eccentrics 5S, 59, 60, and 61, fast on one end of the camshaft36. These pumps may be of the type of the well-known Brayton oil-pumpand necd not, therefore, be further described, it being` noted, however,that the stroke of the oillOO IIO

pump plunger ismade adjustable from the lever 49 by the simple mechanismshown in.

the passage of a non-combustible charge from the air-compressor to theworking cylinder through duct 31. Thefuel-pump at each stroke delivers ameasured quantity of oil sufficient for the combustible charge throughpipe 63 to the duct 31 or to the casing of the valve 17, Fig. 4as may inpractice be found vmost desirable.

Inasmuch as Vunder certain circumstances (hereinafter explained) it isdesirable to cut out the supply of water to the engine and cause bothpumps to pump oil, I effect this result in a simple manner by means of apipe connection 64 between the oil and water suction pipes and anordinary three-way turning cock 65 in the junction between connection 64and the water-suction-pipe. The cock 65 may be turned by hand .by meansof a handle 66..

67 indicates an ordinary form of electric sparker. v

Referring now to the operation ofthe engine and assuming that the partsare in the positions shown, I will describe the operations taking placethrough one complete cycle. Assuming that the working cylinder isreceiving a combustible charge,.the air-compressor piston 10 is forcinga body of air previously admitted from the atmosphere through valve 27,past the open valve 28, through duct 3l, and past open valveml into theworking cylinder. At the same time a charge of fuel is being forced intothe duct 31, which is seized upon by the blast of air and swept by itinto the working cylinder, where it is thoroughly vaporized by the heatin the latter and mingling with the air forms therewith a combustiblemixture. When now the piston 10 has reached the end of its downwardstroke and the piston 8is forty-ve degrees along on its outward stroke,the charge is fired and the piston 8 performs a working stroke. At thebeginning of this working stroke of piston 8 the Valve 34 is opened byits cam, and during the upward stroke of piston 10 low-pressure air fromthe tank 26 is drawn into the aircompressor cylinder past valve 29. Atthe completion of the working stroke the exhaustvalve 16 is opened byits cam, and during the followinginward stroke of piston 8 the burnedproducts of combustion are exhausted to the atmosphere, they havingpreviously, however, imparted a large part of their heat to the pistonand cylinder-walls. During this exhaust-stroke of the workingpiston thecompressor-piston 10 passes its upper dead-center and, descendingfurther, compresses to a high pressure the .body ofpreviously-compressed air taken from tank 26. When now the parts haveagain reached the positions has closed, the Ainlet-valve 28 has opened,and

the highly-compressed air beneath piston 1Q is delivered rthrough duct31 into the working cylinder', preferably carrying with it a small jetof water simultaneously supplied to duct 31 through pipe 62. Just beforethe piston 10 completes its downward stroke the valve 28 is allowed toclose and the lsmall body of highly-compressed air remaining in thecylinder is forced past valve 30, through pipe 32, into thehigh-pressure air-tank 33. The compressed air and water thus admitted tothe working cylinder at once absorb heat from the piston andcylinder-walls, with which they come into the most intimate and thoroughcontact, the water being at oncejconverted into superheated steam,whereby the working cylinder is cooled and at the same time theexpansive energy of the compressed air is largely increased. The piston8 thereupon performs its next outward or working stroke under theenergyof the heated compressed air. While this stroke is being performed thepiston 1Q passes its lower dead-center and once more rises, this timepreferably drawingin atmospheric air for the next combustible chargepast valve'27, which valve opens by suction,ebut has the time of itsclosing regulated by the adjustable cam 47 to control lthe amount of airsupplied for the combustible charge. The succeeding instrokes of thepistons effect the exhaust of they expanded compressed air and steam andthe compression of ythe atmospheric air for the next combustible charge,bringing the parts once more to the positions shown in the drawings, andthus completing the cycle. v

In describing the foregoing cycle no mention has been made of theoperation of the upper end of the air-compressor; but it is obvious thaton every downward stroke of `the piston 10 a body of atmospheric air isdrawn into the cylinder past valve 23, and on every upward stroke ofsaid piston the same 'is compressed and forced past valve 24, throughpipe 25, into'tank 26, the air-compressor 2 thus delivering, preferably,two cylinderfuls of air to the tank 26 for every one that it draws fromit. It will also be understood that thevcams 41 and 42, which operatethe valves 28 an`d`16, respectively, have preferably each two camfacesformed diametrically opposite on their peripheries, inasmuch as they arerequired to actuate their respective valves once for every revolution ofthe crank-shaft 4 or twice for every'revolution of the cam-shaft 36.

In some cases, especially where a heavy hydrocarbon oil is used, it maynot be found desirable to introduce both the oil and the water into theduct 31, as shown in Fig. 1, for the IIO reason vthat the water 'mayhave such a cooltion of it unvaporized may cling to the walls of theduct and be swept in with the following compressed-air s'troke, and thuswasted. This may be obviated, as shown in Fig. 4, by causing theoil-pipe to tap the casing of the inlet-valve 17 and causing it to besprayed into the cylinder by a blast of high-pressure air from the tank33, which latter may be timed to ysuit the operation of the engine by acam 68, operating on a lever 69, fast on the stem of a valve whichcontrols the admission of high-pressure air from tank 33 to the valve17. The essential feature in the supply of both the oil and water to theworking cylinder which I regard as both novel and important is theirintroduction by a blast of compressed air, whereby they are thoroughlysprayed and reduced to a finely-divided condition. The particular placeor'point of their introduction is relatively unimportant.

Any known starting mechanism may be employed Jfor properly admittinghigh-pressure air from the tank 33 to the working cylinder for thatpurpose, and as such forms no part of my present invention I have notshown it here. When starting, however, theengine will ordinarily becold, and hence it will be desirable for a while after starting tooperate the engine by combustible charges only until the cylinder-wallsand piston of the working cylinder become sufficiently hot to permit theoperation by alternate combustible and noncombustible strokes, ashereinbefore described. This can be effected by turning the cock 65 soas to cut oif water and admit oil to the water-pump 56, the stroke ofwhich may be made regulable in any desired manner. In this way oil issupplied to the working eyli nder by the pumps 55 and 56 alternately,and the engine operates only as an internal-combustion engine until theworking cylinder and piston get hot, when it may be changed to itsnormal operation as a combined internal-combustion and air engine.

The tandem arrangement of the working cylinder and air-compressor, withtheir pistons connected to nearly opposite cranks on the crank-shaft,whereby the pistons move in opposite directions nearly simultaneously,produces a well-balanced engine free from the shock and jar common inengines of this character. It will be understood, however, that,especially in a'stationary engine, the working cylinder and theair-compressor may be arranged side by side, as is shown in my patentfor internal-combustion engine, No. 677 ,048, of June 25, 1901, theircranks being placed at an actute angle of about forty-live degrees. Sothe cranks may be either at an acute or at an obtuse angle, the objectbeing in either case an arrangement allowing of the two pistons-namely,the piston of the working cylinder and the piston of thecompressor-moving at somewhat different instants to a close proximity ofthe cylinder-heads of their respective cylinders, leaving only amechanical clearance within the latter. This could not well be done ifthe cranks were parallel to each other-z'. e., either at an angle ofzero degree or at angle ot' one hundred and eighty degrees, both ofwhich angles arc such only in a scientiiic sense, but which in ordinarylanguage are no angles at all. It will therefore be understood that it'in the claims the cranks are referred to as being at an angle or as notbeing parallel the meaning is that the cranks are either at an obtuse orat an acute angle with reference to each other for the purpose of firstcompressing the charges in the compressor-cylinder and then deliveringthe same to the working cylinder after the piston thereof has started toleave the proximity oli the respective cylinder-head. It will also beunderstood that the alternation of combustible and non-combustiblecharges referred to herein does not necessarily mean that every othercharge is combustible and every intermediate eharge non-combustible, butit is intended to broadly cover any cycle of opelations in whichcombustible and non-combustible charges succeed each other in anypredetermined order, which order may possibly be variable during theoperation of the engine either by hand or automatically by means of agovernor, thermostat, or any other apparatus adapted to regulate thcpower orspced ol the engine or the temperature oi' some part thereof.

I claim as my invention- 1. In an internal-combustion engine, thecombination of a combustion-cylinder, a double-acting compressor, acrank-shaft, pistons in operative connection with saidcombustioncylinder, crank-shaft and double-acting compresserrespectively, means for delivering` air from said double-actingcomlnessor to said combustion-cylinder on the same side ol the pistonthereoi with each successive cycle of said engine, a source of fuel andmeans for delivering charges thereof during predetermined cycles only tothe same side of the piston of said combustioncylinder and withholdingthe same during intermediate cycles.

2. In an internal-combustion engine, the combination ot' acombustion-cylinder, a compressor, a crank-shaft, pistons in operativeconnection with said combustion-cylinder, crank-shaft and compressorrespectively by means of cranks at an angle to each other, means fordelivering air from said compressor to said combustion-cylinder on thesame side of the piston thereof with each successive cycle of saidengine just before the piston of said compressor arrives at one of theends oi its stroke, asource of fuel and means for delivering chargesthereotl during predetermined cycles only to the same side of the pistonof said combustion-cylinder, and withholdingthe same during intermediatecycles.

3. In an internal-combustion engine, the

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in operative connection with said combustioncylinder, crank-shaft anddouble-acting compressor respectively by means of cranks at an angle toeach other, and means for delivering in some order of alternationcombustible charges for certain cycles of said engine andnon-combustible charges for intermediate cycles to the same side of thepiston of said com- .bustion-cylinder.

4. In an internal-combustion engine, the combination of acombustion-cylinder, a dou1 ble-acting compressor, a crank-shaft,pistons in operative connection Withsaid combustioncylinder, crank-shaftand double-acting compressor respectively, of valvedconduit adapted totransfer charges from one side of the piston of said compressor directlyinto said combustion-cylinder, mechanism adapted to effect a compressionto higher stage of the charges discharged from the other side of the`,piston of said compressor before their delivery to thecombustion-cylinder, a source of fuel and means for delivering andWithholding in -some order of alternation charges thereof vfor-predetermined cycles of said engine to the same side of the pistonl ofsaid combustioncylinder. Y

l5. In an internal-combustion engine, the combination of acombustion-cylinder, a double-acting compressor, a crank-shaft, pistonsin operative connectionwith said combustioncylinder, crank-shaft anddouble-acting compressor respectively, a valved conduit adapted totransfer charges from one side of the piston of said compressor directlyinto said combustion-cylinder, a receiver, a second valved conduitadapted to transfer charges from the other side of the piston of saidcornlto the combustion-cylinder, or-source of fuel and means fordelivering and Withholding in some order of alternation charges thereoffor predetermined cycles of said engine to the .same side of the pistonof said combustioncylinder.

6. In an internal-combustion engine adapt- -ed to Work in apredetermined order of alter- `nation by means of thermodynamic Vcyclesof different character, in combination With a Working cylinder, acompressor adapted to deliver in the same order of alternationcompressed charges at different relative pressures With respect to eachother to the same side of the piston of said Working cylinder for saidthermodynamic cycles of different character.

7. In an internal-combustion engine acombustion-cylinder adapted toreceive in some order of alternation for certain cycles of said enginecombustible and for intermediate cycles non-combustible Working chargeson the same side of itspiston, in combination With a compressor adaptedto deliver in the same order of alternation compressed charges at dif-8. In an internal-combustion engine adapted to Work in a predeterminedorder of alternation by means of thermodynamic cycles of differentcharacter, in combination with a Working cylinder, a compressor adaptedto discharge in the same order of alternation compressed charges `ofdiierent relative Weights .with respect to each other to the same sideof the lpiston of said Working cylinder for said thermodynamic cycles ofd iierent character.

9. In an internal-combustion engine, a combustion-cylinder adapted toreceive in a predetermined order of' alternation for certain cycles ofsaid enginecombustible and forintermediate cycles non-combustiblevvorking4 charges on the same side of the piston, in combination with acompressor adapted to discharge in the same order of alternationcomvpressed charges of dilfelrentrrelative Weights` for each successivecycle of said engine to the same side of the piston of saidpower-producing cylinder. a source of fuel, asource of Water-supply,andmeans for delivering in the said predetermined order of alternationcharges from one and the other of said two sources for increasing thepressure of said expansible charges. s Y

l1., In an internalcombustionengine, a

combustion-cylinder adapted to receive in some order of alternation forcertain cycles of said engine combustible and for intermediate cyclesnon-combustible Working charges on the same side of its piston, incombination with a double-acting compressor adapted to compress on oneside of its piston consecutive charges" to lower stage and to compresson the other side of .its piston charges to lower and to higher stage inthe same order of alternation ruling the admittance of said combustibleand non-combustible Working charges to the combustion-cylinder.

12. In an internal-combustion engine, the combination with a combustioncylinder adapted to receive in some order of alternation for certaincycles of said engine combustible and for intermediate cyclesnon-combustible Working charges on the samesideof its piston, of adouble-acting compressor, and a Vreceiver having valved communicationwith both ends of the compressor, the said compressor being adapted tocompress on one side ofits piston air for the non combustible lchargesinto said receiver and to compress on the other side of its pistoncharges to ICO IIO

lower and to higher stage with respect to each other in the same orderof alternation ruling the admittance of said combustible andnoncombustible werking .charges to the combustion-cylinder.

13. In an internal-combustion engine, the combination with apower-producing cylinder adapted to expand in a predetermined order ofalternation working charges at different relative temperatures withrespect to each other, of an inlet-valve leading into said cylinder, andmeans for supplying through said inlet-valve in the same order ofalternation previously-compressed expansible charges or' diierentrelative weights with respect to each other to the same side of thepiston of said power-producing cylinder.

14. In an internal-combustion engine, the combination with apower-producing cylinder adapted t0 expand in a predetermined order ofalternation Working charges at different relative temperatures withrespect to each other, of an inlet-valve leading into said cylinder, andmeans for supplying through said inlet-valve in the same order ofalternation previously-compressed expansible charges at differentrelative pressures with respect to each other to the same side of thepiston of said power-producing cylinder.

15. In an internalcombustion engine, a combustion-cylinder adapted toreceive in some order of alternation for certain cycles of said enginecombustible and for intermediate cycles non-combustible working chargeson the same side of its piston, in combination With means for deliveringdifferent weights of compressed air tosaid combustion-cylinder on thesame side of the piston thereof for said combustible and non-combustiblecharges, and a pump for introducing water into each non -combustiblecharge for increasing its pressure.

-16. In an internal-combustion engine, in combination with a combustioncylinder adapted to receive in some order of alternation for certaincycles of said engine combustible and for intermediate cyclesnon-combustible working charges on the same side of its piston, acrank-shaft operatively connected to the piston of said combustioncylinder, means for supplying compressed air for both the combustibleand non-combustible charges, fuel and water pumps and actuatingmechanism between said cranlr-shaft and said pumps i for delivering fuelfor the combustible and water to the non-combustible charges.

17. In an engine of the class described, a combustion-cylinder adaptedto receive on the same side of its piston consecutive combustibleworking charges as well as combustible and non-combustible workingcharges alternating in a predetermined order, in combination with anoperating device adapted to permit'of a changing of the engine 'fromworking with consecutive combustible working charges to working withcombustible and noncombustible working charges alternating in apredetermined order, and also adapted to permit of aehange in theworking oi the engine in reverse order.

18. In an internal-combustion engine, in combination with apower-producing cylinder adapted to expand in a predetermined order ofalternation worhing charges at dill'erent relative temperatures withrespect to each other, a receiver containing' compressed air, a valvedconduit leading from said receiver to said power-producing cylinder, apump adapted to deliver a charge of liquid into said conduit, and a bodyotcompressed air for carrying and blowing said charge of liquid out ofsaid conduit into said power-producing cylinder for increasing thepressure therein.

19. In an internal-combustion engine adapted to work in a predeterminedorder of alternation bymeans or' thermodynamic circles of dierentcharacter, in combination with a power-producingcylinder, two receiverscontaining eompressed air at diilerent relative pressures with respectto each other, a valved conduit leading from the receiver containing thecompressed air at higher pressure to said power-producing cylinder, apump adapted to deliver a charge of liquid into said conduit, and a bodyof compressed air l'or carrying and blowingsaid charge olf liquid out ofsaid conduit into said power-producing cylinder for increasing thepressure therein.

20. In an internalcombustion engine, a combustion-cylinder adapted toreceive in some order of alternation for certain cycles of said enginecombustible and for intermediate cycles non-combustible working chargeson the same side of its piston, in combination with means for supplying'compressed air and fuel for said combustible and compressed air andwater for said non-combustible working charges.-

ln testimony that I claim the foregoing as my invention l have hereuntosigned my name, this `18th day of August, 1900, in the presence of twowitnesses.

llllNNlNG Fll-lllDlllCll WlihllNN. In presence of- SAMUEL N. POND,Jannes l. LAMBERT.

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